Exhaust gas purifying device for an internal combustion engine

ABSTRACT

Parameters which are related to the rate at which particulate matter accumulates and is reburnt, are monitored and the time at which a regeneration is required and/or the length of time a regeneration should be induced, are derived based on the same. The temperature at the inlet and outlet of a trap in which particulate matter is accumulated are monitored and measures such as throttling the induction and exhaust are implement in addition to energizing a heater disposed immediately upstream of the trap as required in order to elevate the trap temperature and to induce and maintain the reburning during a trap regeneration. The pressure differential across the trap can be used to determine the amount of incombustible matter (ash) which has accumulated in the trap and to modify the regeneration timing. When the temperature of the exhaust gases cannot be raised sufficiently, a by-pass is opened to attenuate cooling of the trap by the low temperature gases.

This application is a division of application Ser. No. 07/629,700, fieldDec. 21, 1990, now U.S. Pat. No. 5,195,316.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to an internal combustion engineexhaust system and more specifically to an exhaust gas purifying devicefor reducing particulate matter emissions.

2. Description of the Prior Art

FIG. 1 shows an exhaust system which is disclosed in JP-A-58-51235 andwhich includes a trap for removing particulate matter (e.g. minutecarbon particles) from the exhaust gases before they are released intothe ambient atmosphere.

In this prior proposed arrangement the particulate matter which iscontained in the gases exhausted from the combustion chambers of aninternal combustion engine 1 into an exhaust conduit 2, are collected ina trap 3. This trap includes a hear resistant filter element (not shownin this figure) which separates the particulate matter from the gasescontent of the engine exhaust.

The engine includes an induction passage 5 in which a butterfly typethrottle valve 6 is disposed. A lever 7 is connected to the shaft of thevalve 6 and operatively connected with a diaphragm type vacuum motor 8by way of a link 8a.

A solenoid valve 9 which controls communication between a vacuum pump 10and a vacuum chamber 8b of the vacuum motor 8 is operatively connectedwith a control unit 15. This latter mentioned unit is connected with afuel injection pump 11 and arranged to receive a load indicative signalproduced by a load sensor 1 3 and an engine speed sensor 13. In thisinstance both of the sensors are associated with the pump 11 as shown.The control unit 15 is also connected with an induction pressure sensor14 in a manner to receive a signal indicative thereof.

The control unit 15 is arranged to determine the timing with which thetrap 3 should be regenerated based on either time or distance travelled.Upon such a determination being made, the control unit determines if theengine is operating in a predetermined engine speed/load range byselectively sampling the outputs above mentioned sensors.

Given that the engine is operating in the predetermined speed/loadrange, the control unit issues a signal to the solenoid which inducesthe throttle valve to partially close. The degree to which the throttlevalve is closed and induction is throttled is feedback controlled basedon the output of the induction pressure sensor 14. This feedback controlis such as to adjust the duty cycle of the solenoid driver signal in amanner to establish an essentially constant negative induction pressurein the induction manifold downstream of the throttle valve 6.

When the amount of air which is inducted into the engine is reduced inthis manner, the temperature of the exhaust gases is increased, thetemperature of the trap rises and the particulate matter collected inthe trap 3 is induced to combust (viz., undergo re-burning). With thisarrangement the regeneration is conducted for either a predeterminedtime or distance.

However, this arrangement has suffered from the drawback that trap isregeneration sometimes does not proceed as expected.

One reason for this comes in that the rate of particulate accumulationvaries markedly with the manner in which the driver operates the engine,the altitude, engine load, engine and ambient temperature, fuel pumpsettings, age of the engine, etc. Accordingly, if the regeneration isinduced at regular intervals (based on either time or distance) itsometimes occurs that an abnormally large amount of particulate matteraccumulates between regeneration.

This leads to a serious problem that the amount of accumulatedparticulate matter sometimes exceeds a critical level. Accordingly,during a regeneration, overly intense combustion tends to occur. Thisraises the temperature of the trap beyond its thermal limits and inducesa damaging melt-down or like.

In the event that the frequency of the regenerations is increased toensure that a critical amount combustible matter cannot accumulate, thefrequent arbitrary closing of the throttle valve deteriorates bothengine performance and fuel economy.

Further reasons for the unstable trap regeneration come in that during aregeneration, the exhaust gas temperature varies with the ambient airpressure and other driving conditions, and as a result of the reducedair induction which raises the exhaust temperature, the amount ofparticulate which is contained in the exhaust gases increases.Accordingly, if the exhaust gas temperature is not raised to the levelsexpected, the regeneration efficiency drops off and it sometimes occursthat the amount of accumulation during the re-generation, at least inpart, replaces that actually being combusted and the amount ofcombustible particulate matter retained in the trap 3 immediatelyfollowing the termination of the regeneration can be substantial and/oressentially the same as initially contained therein.

This also leads to the problem that the amount of accumulatedparticulate matter sometimes exceeds a critical level and results in theabove mentioned damagingly intense combustion.

In view of the above, it has also been proposed to monitor the pressuredifferential which exists across the trap and to trigger theregeneration upon a given back pressure developing. However, it has beenfound that the accumulation of incombustible matter such as metal oxides(resulting from the combustion of additive containing lubricants etc) inthe trap render this technique of determining the amount of combustibleparticulate matter unreliable.

SUMMARY OF THE INVENTION

It is an object of the present invention to provide a trap regenerationcontrol arrangement which monitors the parameters which effect effectthe accumulation and reburning rates and which enables the regenerationto be timed in a manner which obviates the above mentioned thermaldamage and attenuates marked power and economy losses.

In brief, the above object is achieved by an arrangement whereinparameters which are related to the rate at which particulate matteraccumulates and is reburnt, are monitored and the time when aregeneration is required and/or the length of time a regeneration shouldlie induced, are derived based on the same. The temperature at the inletand outlet of a trap in which particulate matter is accumulated aremonitored and measures such as throttling the induction and exhaust areimplement in addition to energizing a heater disposed immediatelyupstream of the trap as required in order to elevate the traptemperature and to induce and maintain the reburning during a trapregeneration.

The pressure differential across the trap can be used to determine theamount of incombustible matter (ash) which has accumulated in the trapand to modify the regeneration timing.

More specifically, a first aspect of the present invention is deemed tocome in an exhaust gas purifying system for an internal combustionengine, which features: a trap which is disposed in an exhaust conduitand in which particulate matter contained in the gases which flowthrough the conduit, can be collected; sensor means for sensingparameters which are related to the rate and/or amount of particulatematter collected in the trap and the conditions which prevail in thetrap; means for deriving an approximation of the amount of particulatematter collected and/or burnt in the trap based on output from thesensor means; and means for selectively increasing the temperature inthe trap to a level whereat combustion of the combustible fraction ofthe particulate matter collected therein is induced, in the event that aregeneration is indicated as being required and the temperature of thegases entering the trap are insufficient to induce spontaneouscombustion.

A second aspect of the invention is deemed to come in an internalcombustion engine which features: a first engine speed sensor; a secondengine load sensor; a third engine temperature coolant sensor; aninduction passage; a first servo controlled flow control valve disposedin the induction passage for restricting the amount of air passingtherethrough; an exhaust conduit; a second servo controlled flow controlvalve disposed in the exhaust conduit for restricting the flow of gastherethrough; a trap disposed in the exhaust conduit downstream of thesecond valve, the trap being arranged to separate and collectparticulate matter contained in the gases which flow through the exhaustconduit; a heater disposed in the exhaust passage immediately upstreamof the trap; a by-pass passage having an upstream end fluidlycommunicated with the exhaust passage at a location upstream of thesecond valve and a downstream end communicating with the exhaust passagea location downstream of the trap; a third servo controlled flow controlvalve disposed in the by-pass passage for restricting the flow of gastherethrough; a fourth temperature sensor for sensing the temperature ofthe gases entering the trap; a fifth temperature sensor for sensing thetemperature of the gases coming out of the trap; a sixth pressuredifferential sensor for sensing a pressure differential which prevailsacross the upstream and downstream ends of the trap; a control unitoperatively connected with the heater, the first to sixth sensors andthe first to third flow control valves, the control unit includingcircuitry which includes means for: deriving an approximation of theamount of particulate matter collected and/or burnt in the trap based onoutput from the sensor means; and selectively operating the heater andthe first to third flow control valves in a manner which increases thetemperature in the trap to a level whereat combustion of the combustiblefraction of the particulate matter collected therein is induced, in theevent that a regeneration is indicated as being required and thetemperature of the gases entering the trap are insufficient to inducespontaneous combustion.

A third aspect of the present invention is deemed to comprise a methodof operating an exhaust gas purifying system which includes a trap inwhich particulate matter contained in the gases exhausted from aninternal combustion engine can be collected, the method featuring thestep of: sensing engine speed using a first sensor; sensing engine loadusing a second sensor; sensing the temperature of the engine coolantusing a third sensor; separating and collecting particulate matter inthe gases which flow through the exhaust gas conduit, using the trap;sensing the temperature of the exhaust gases at the upstream anddownstream ends of the trap using fourth and fifth sensors; sensing thepressure differential which develops between the upstream and downstreamends of the trap using a sixth sensor; using the outputs of the first tosixth sensors to derive an approximation of the amount of particulatematter collected and/or burnt in the trap; and selectively increasingthe temperature of the exhaust gases in the event that regeneration isindicated as being required and the temperature of the gase entering thetrap are insufficient to induce spontaneous combustion.

A further aspect of the present invention comes in an exhaust gaspurifying system which features: a trap in which particulate mattercontained in the gases exhausted from an internal combustion engine isseparated and collected; first sensor means for sensing engine speed;second sensor means for sensing engine load; third sensor means forsensing the temperature of the engine coolant; fourth sensor meanssensing the temperature of the exhaust gases at the upstream anddownstream ends of the trap; fifth sensor means for sensing the pressuredifferential which develops between the upstream and downstream ends ofthe trap; means for using the outputs of the first to fifth sensor meansto derive an approximatior of the amount of particulate matter collectedand/or burnt in the trap; and means for selectively increasing thetemperature of the exhaust gases in the event that regeneration isindicated as being required and the temperature of the gases enteringthe trap are insufficient to induce spontaneous combustion.

A fifth aspect of the invention is deemed to comprise an exhaustpurifying system wherein a trap is used to separate and collectparticulate matter contained in the gases exhausted from an internalcombustion engine and which features: means for sensing the trapcontaining a predetermined amount of particulate matter and forarbitrarily implementing measures which raise the temperature of theexhaust gases to a level whereat the particulate matter will undergoreburning; means for determining which of a plurality of enginespeed/load zones an engine associated with the exhaust purifying systemis operating in; means for approximating the amount of particulatematter which is being produced per unit time and which will be collectedin the trap based on the engine speed/load zone the engine is determinedto be operating in; means for sensing the temperature of the gases beingexhausted from the trap and for approximating the amount of particulatematter which is being reburnt per unit time; means for determining theeffective reduction in particulate matter contained in the trap based onthe amount of particulate matter which is being produced per unit timeand the amount of particulate matter which is being reburnt per unittime, and for determining when the amount of particulate mattercontained in the trap has reached a predetermined level and the measureswhich raise the temperature of the exhaust gases to a level whereat theparticulate matter will undergo reburning, can be stopped.

Another aspect of the present invention is deemed to be an exhaustpurifying system wherein a trap is used to separate and collectparticulate matter contained in the gases exhausted from an internalcombustion engine, the system featuring: means for determining if anengine associated with the purifying system is operating in a first modewhich will produce an exhaust gas temperature sufficiently high toinduce reburning of the particulate matter collected in the trap, or ina second mode which will produce an gas temperature insufficiently highto induce reburning of the particulate matter collected in the trap;means for decreasing an accumulation value indicative of the amount ofparticulate matter retained in the trap when the engine is determined tobe operating in the first mode and for increasing the accumulation valuewhen the engine is determined to be operating in the second mode; meansfor determining that trap regeneration is required when the accumulationvalue reaches a predetermined limit.

A further aspect of the present invention is deemed to comprise a anexhaust purifying system wherein a trap is used to separate and collectparticulate matter contained in the gases exhausted from an internalcombustion engine, the system featuring: means for adding the amount ofparticulate matter which is being produced per unit time to a base valueand for deriving the amount of particulate matter which is beingeffectively accumulated in the trap based on the operation of an engineassociated with the purifying system; means for inducing trapregeneration when a predetermined amount of particulate matter isdetermined to have been accumulated; means for sensing the pressuredifferential which exists across the trap following a regeneration,using the sensed pressure differential with a predetermined limit valueto determine a ratio; means for using the ratio to determine the amountof unburnt particulate matter retained in the trap following aregeneration and for using this as the base value to which the amount ofparticulate matter which is being produced per unit time, is added.

A still further aspect of the present invention is deemed to come in anexhaust purifying system wherein a trap is used to separate and collectparticulate matter contained in the gases exhausted from an internalcombustion engine, the system featuring: means for monitoring aplurality of engine operational parameters and for estimating based onthe monitored parameters the amount particulate matter which iseffectively collected per unit time; means for integrating the amountparticulate matter which is effectively collected per unit time and forestimating the amount of particulate matter in the trap; means forarbitrarily increasing the temperature of the exhaust gases to apredetermined temperature whereat combustion of the combustibleparticulate matter which is collected in the trap is induced in theevent that the integrating means indicates that a predetermined amountof particulate matter has accumulated in the trap.

Another aspect of the present invention is deemed to come in an exhaustpurifying system wherein a trap is used to separate and collectparticulate matter contained in the gases exhausted from an internalcombustion engine, the system featuring: means for arbitrarilyincreasing the temperature of the exhaust gases to a predetermined levelwhereat combustion of the combustible particulate matter which iscollected in the trap, is induced; means for monitoring a plurality ofengine operational parameters and for estimating, based on the monitoredparameters, the amount by which the particulate matter in the trap iseffectively reduced per unit time; means for integrating the amount bywhich the particulate matter in the trap is reduced per unit time andfor estimating when the collected amount of particulate matter has beenreduced to a predetermined level; and means for stopping the arbitrarytemperature increase when it is estimated that the collected amount ofparticulate matter has been reduced to the predetermined level.

A still another aspect of the present invention is deemed to be anexhaust purifying system wherein a trap is used to separate and collectparticulate matter contained in the gases exhausted from an internalcombustion engine, the system including: means for monitoring aplurality of engine operational parameters and for estimating, based onthe monitored parameters, the amount by which the particulate matter inthe trap is effectively accumulated per unit time; means for integratingthe amount by which the particulate matter in the trap is reduced perunit time, for estimating when the collected amount of particulatematter has been reduced to a predetermined level, and for setting afirst regeneration interval; means for sensing the pressure differentialwhich exists across the trap and for setting a second regenerationinterval in accordance with the sensed pressure differential; and meansfor arbitrarily increasing the temperature of the gases entering thetrap in accordance with the shorter of the first and second generationintervals.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a plan view of the prior art arrangement discussed in theopening paragraphs of the instant disclosure;

FIG. 2 is a plan view showing an engine system equipped with aparticulate trap and regeneration system according to the presentinvention;

FIG. 3 is a schematic block diagram showing the conceptual arrangementof the first embodiment of the present invention;

FIG. 4 is a graph which shows in terms of engine speed and engine loadfour zones A-D which are used in connection with the first embodiment ofthe invention;

FIG. 5 is a graph showing the manner in which the exhaust gastemperature varies with engine load and the effect of the varioustemperature increasing techniques have thereon;

FIG. 6 graphically depicts tabled data used in determining the amount ofparticulate matter combusted per unit time for a given exhaust gastemperature at the outlet of the trap;

FIG. 7 graphically depicts tabled data which is used to determine theamount of particulate matter collected collected per unit time;

FIGS. 8A-8C show in flow chart form the operations which are performedwhen implementing t.he control of the first embodiment;

FIG. 9 is a block diagram showing the conceptual arrangement of a secondembodiment of the present invention;

FIGS. 10A-10B show in flow chart form the operations which are performedwhen implementing the control of the second embodiment;

FIGS. 11-15 depict tabled data which is used in connection with thesecond embodiment;

FIG. 16 is a block diagram showing the conceptual arrangement of a thirdembodiment of the present invention;

FIGS. 17A and 17B show in flow chart form the operations which areperformed when implementing the control of the third embodiment;

FIGS. 18-21 depict tabled data which is used in connection with thethird embodiment;

FIG. 22 is a block diagram showing the conceptual arrangement of afourth embodiment of the present invention;

FIGS. 22 and 23 show threshold levels which are used in connection withthe control of the fourth embodiment;

FIGS. 25A and 25B show in flow chart form the operations which areperformed when implementing the control of the fourth embodiment; and

FIGS. 26-30 depict tabled data which is used in connection with thefourth embodiment.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 2 shows an engine system to which the embodiments of the presentinvention are applied. In this arrangement a normally open inductionthrottle valve 6 is disposed in the induction manifold 5 and operativelyconnected with a vacuum servo motor 8 in a similar manner as disclosedin connection with the prior art.

In this embodiment, the vacuum chamber of the vacuum servo motor isconnected with a source of vacuum such as a vacuum pump by way of athree way solenoid valve 19. when the valve 19 is switched to its ONstate a negative pressure of a predetermined magnitude is supplied intothe vacuum chamber of the servo in place of atmospheric pressure.

A normally open butterfly type exhaust throttle valve 21 is disposed inthe exhaust conduit or passage 2 at a location upstream of the particletrap 3. This valve is operatively connected with a vacuum servo motor22. A three-way solenoid valve 23 is arranged to control the supply ofnegative pressure from the above mentioned source to the vacuum chamberof the motor.

A by-pass passage 24 is arranged to lead from upstream of the trap 3 toa location downstream thereof. A normally closed butterfly type by-passcontrol valve 25 is disposed in the by-pass passage 24 and operativelyconnected with a vacuum servo motor 26. A solenoid valve 27 is arrangedto control the supply of negative pressure into the vacuum chamber ofthis device.

A heater 29 is disposed immediately upstream of the trap filter and isarranged to heat the trap upon being supplied with an energizing signalfrom a control unit 41.

In this embodiment, the heater 29 and the by-pass control valve 25 areused in combination to define a trap temperature control arrangement.

A semi-conductor type pressure sensor 31 is arranged to sense thepressure differential ΔP which develops across the trap, whilethermocouple type temperature sensors 32, 33 are arranged to determinedthe inlet and outlet temperatures which prevail at the upstream anddownstream ends of the trap and output TIN and TOUT signalsrespectively.

A crankangle sensor 43 is arranged to detect the rotational speed Ne ofthe engine 1 while an engine load sensor 35 is arranged to output asignal Q indicative of accelerator pedal depression. An engine coolanttemperature sensor 36 is arranged to output a Tw signal to the controlunit.

The control unit 41 contains a microprocessor which responds to theoutputs of the above mentioned sensors and appropriately outputs driversignals to the three-way solenoid valves 19, 23 and 27.

Before proceeding with a detailed description of the operation of theinstant embodiment, it is deemed advantageous to briefly point out thevarious facets of control and the parameters which influence the same.

1. Temperature Control

The engine speed/load conditions are divided into four ranges A-D asshow in FIG. 4. The above mentioned temperature control arrangement isarranged to operate in a different mode in each of these ranges.

Range A--Mode (i)

In this range, as the exhaust gas temperature is above the regenerationtemperature TREG (≈400° C.) as indicated in FIG. 5, trap regenerationinitiates spontaneously and no control is required. It will be notedthat FIG. 5 shows the exhaust gas ure changes which occur with change inengine load at constant engine speed.

Range B--Mode (i)

The regeneration temperature TREG is reached after the exhaust gases areincreased somewhat. In this range, if the throttle valve is arbitrarilyclosed to induce the required temperature increase, as the engine isoperating under a relatively high load, the amount of smoke which isproduced increases abruptly as the excess air ratio is relatively smallunder such conditions. Accordingly, it is preferred to energize theheater 29 while throttling only the exhaust flow.

Range C--Mode (iii)

In this range the regeneration temperature is not reached until theexhaust gas temperature has been raised by a considerable amount as willbe appreciated from FIG. 5. However, as the excess air ratio isrelatively large the amount smoke and particulate matter does notincrease in respons to induction throttling. Accordingly, in this rangeboth the exhaust and the induction are throttled while energizing theheater.

Range D--Mode (iv)

In this range the regeneration temperature TREG cannot be obtained evenif the induction and exhaust systems are throttle and the heater isenergized. However, it is possible to use the high exhaust temperaturewhich occur during transient modes of operation, for example, duringchange from high speed/high load into range D. For this reason D rangeis considered as being divided into three sub-sections:

    D1 (TIN≧T1),

    D2 (TIN<T1) and

    D3 (TIN<T1 and TOUT<T2)

NB

T1=400° C.

T2=300° C.

Where possible the high exhaust gas temperatures are actively used inthe corresponding sub-modes (iv-1) to (iv-3).

(iv-1) Range D1:

Although regeneration can be spontaneously initiated in this range it ispreferred to additionally energize the heater 29.

(iv-2) Range D2

In this range the temperature TOUT at the downstream side of the trap 3is lower than the temperature TIN at the upstream end indicating thatthe trap is being cooled by the exhaust gases. Accordingly, in order tomaintain the temperature of the trap 3 as high as possible, the heateris energized and the by-pass control valve 25 is opened. This directsthe relatively cool exhaust gases around the trap while simultaneouslyheating the interior of the same.

(iv-3) Range D3 L In this very low exhaust gas temperature range theregeneration temperature cannot be reached under any circumstances. Ifeither of the engine induction or exhaust is throttled, the engine willmisfire particularly at low engine coolant temperatures, resulting inthe increase in particulate emission and degradation of engine output.Further, when the engine is cold (low coolant temperature) the trap willbe cooled by the passage of the very low temperature exhaust gasestherethrough and it is accordingly preferred to open all of the throttlevalves 6, 21 and 25 while leaving the heater off.

1. Detection of Regeneration Completion

In ranges A, B, C and D1 all of the particulate matter which iscollected in the trap 3 is regenerated in response to the increase inexhaust gas temperature, while the particulate matter which is containedin the exhaust gases is collected.

Assuming that KT is the amount of particulate reburnt per unit time Δtand K is the amount of particulate which is collected in that time, theamount of reduction in the particulate in the trap per unit time can beexpressed as:

    ΔPCT=KT-KT-K                                         (1)

In this case the value of KT is dependent on the exhaust gas temperatureprevailing at the downstream side of the trap--viz., TOUT. Accordingly,KT is derived using the sensed value of TOUT.

On the other hand, the value of K is dependent on the operatingrange--viz., the amount of particulate matter contained in the exhaustgases is dependent on a number of engine operational parameters.

Assuming the that the total amount of particulate discharged from theengine in the unit time Δt is represented by IN and the efficiency ofthe trap is given by η then the product of IN×η (=K) will be indicativeof the amount of particulate collected per unit time (Δt).

Thus for each zone of operation is necessary to derive the value of Kindependently, (viz., derive KA-KD).

Accordingly, equation (1) may be rewritten for each zone as follows:

    RANGE A: ΔPCT=KT-KA                                  (2)

    RANGE B: ΔPCT=KT-KB                                  (3)

    RANGE C: ΔPCT=KT-KC                                  (4)

    RANGE D1: ΔPCT=KT-KD                                 (5)

The ΔPCT value is integrated each time interval Δt. When the value ofPCT (particulate decreasing amount) reaches a predetermined referencevalue all of the particulate matter is deemed to have been burnt and theregeneration completed. In this instance the reference value varies withthe capacity of the trap.

It will be noted that the value of PCT for each of the ranges A-D1 maybe expressed as:

    RANGE A: PCT=PCT+KT-KA                                     (6)

    RANGE B: PCT=PCT+KT-KB                                     (7)

    RANGE C: PCT=PCT+KT-KC                                     (8)

    RANGE D1: PCT=PCT+KT-KD                                    (9)

Range D2

In this range almost no particulate will be collected as the exhaustgases are directed through the by-pass passage 24. Accordingly, thevalue of ΔPCT per unit time Δt is derived without the use of K:

    ΔPCT=KT                                              (10)

    PCT=PCT+KT                                                 (11)

Range D3

The value of ΔPCT is not derived in this range as no particulate matteris burnt and essentially none collected as the exhaust gases arebypassed around the trap.

FIGS. 8A-8C show a flow chart which depicts the operations performed bya program stored in the ROM of the microprocessor included in thecontrol unit 41. This program is such as to execute the above describedmodes of operation.

At step 1S1 the engine speed Ne, engine load Q, coolant temperature Tw,in inlet and outlet temperatures TIN, TOUT of the trap 3, and thepressure differential which exists between the inlet and outlet of thetrap ΔP, are read into memory.

At step 1S2 it is determined if it is time for a trap regeneration ornot. In this embodiment, this determination is made by comparing theinstant ΔP value with a ΔPmax value obtained from tabled data which isrecorded in terms of engine speed and engine load. If ΔP≧ΔPmax then itis determined that a predetermined amount of particulate matter hasaccumulated in the trap and it is now necessary to reburn the same.

It will be understood that the present invention is not limited to thisparticular method and other conventional techniques can also be used.Once a determination that regeneration is required is made, a flag canbe set which will induced the routine to flow to step 1S3 until suchtime as it is cleared by the routine being induced to pass through step1S36 wherein the system is initialized in a manner to induce thepreregeneration throttle valve and heater settings to be resumed. Viz.,once a regeneration is initiated it should be maintained until such timeas the particulate content is indicated has having been satisfactorilyre-burnt.

In the case regeneration is indicated as being necessary, the routineflows to step 1S3. It will be noted that at steps 1S3-1S6, 1S7 and 1S8the instant engine speed and engine load values are used to determinewhich of the ranges A-D the engine is currently operating in. Morespecifically, in steps 1S3-1S6 tabled data of the nature depicted inFIG. 4 is stored in ROM and used to enable the zone determination to becarried out.

If it is determined that the engine is operating in zone A then theroutine proceeds to step 1S9, while in the case of a zone Bdetermination the routine goes to step 1S10. In event of zone Cdetection the routine goes to step 1S11 while if it is determined thatthe engine is not operating in any of the zones A-C then it is assumedthat the operation is taking place in the D zone and the routine goes tostep 1S7.

At steps 1S7 and 1S8 it is determined which of the temperature ranges D1to D3 the value of TIN and TOUT fall in. If the temperature data is suchas to fall in range D1 then the routine flow to step 1S12, while it goesto step 1Sl3 in the case of D2 and step 1Sl4 in the case of range D3.

In steps 1S9 -1S14 exhaust gas temperature control is implemented.

By way of example, in the event that zone A operation is detected andthe routine flows to step 1S9, as the exhaust gas temperature is aboveTREG, the heater 29 is conditioned to assume a de-energized state (OFF)while exhaust gases are prevented from passing through the by-passpassage 24 by closing the by-pass control valve 25 and the induction andexhaust throttle valves 6, 21 are opened.

On the other hand, if the routine flows to step 1S14 in response to thedetection of a D3 mode of operation, the same control as implemented instep 1S4 is applied. The reason for this control is that, as mentionedpreviously, if either of the engine induction or exhaust is throttled,the engine will misfire particularly at low engine coolant temperatures,resulting in the increase in particulate emission and degradation ofengine output. Further, when the engine is cold (low coolanttemperature) the trap will be cooled by the passage of the very lowtemperature exhaust gases the rethrough.

At steps 1S15 to 1S19 the integration time is checked. If a valueindicative of a predetermined time period (e.g. 2 seconds) has beenreached then the routines flow to steps 1S20 to 1S24, respectively. Inthese steps the amount of particulate matter 24 reburnt per unit time Δtis derived by using the trap outlet temperature TOUT and tabled data ofthe nature depicted in FIG. 6. It will be noted that as KT is dependenton exhaust gas temperature alone, the same data can be used for allmodes (A-D) of operation.

At steps 1S2S to 1S28 the particulate collection KA-KD per unit time Δtfor each of the ranges is determined using tabled data of the naturedepicted in FIG. 7.

At steps 1S29 to 1S33 the ΔPCT rates are calculated using equations(2)-(5) and (10) and then integrated using equations (6)-(9) and (11) toobtain corresponding PCT values.

At step 1S34 it is determined if the value of PCT exceeds apredetermined reference value or not (e.g. 10 gm). If the outcome isaffirmative, then the routine goes to step 1S35 wherein the PCT memoryis reset. It will be noted that in steps 1S29-1S33 that the same valueof PCT is used and updated. Viz., each time the routine passes throughone of these steps the previously recorded value of PCT is read out ofmemory modified and re-recorded.

At step 1S36 the settings of the induction throttle valve 6, the exhaustthrottle valve 21, the by-pass control valve 24 and the heater 29 arereturned to their initial states.

As will be appreciated, from the above description, as the rate at whichthe collected particulate matter is burnt and the rate at which it isaccumulated, are calculated during each regeneration by taking theexhaust gas temperature and engine operational modes into consideration,and the overall rate at which the particulate matter is decreasing isintegrated, all modes of operation, including transient ones.

This enables the regeneration to be terminated as soon as an indicationthat the particulate matter has been satisfactorily reduced has beengenerated (viz., the routine being induced to pass through steps 1S35and 1S36.

Accordingly, prolonged throttle valve closure is obviated. This enablesthe undesired effects on the engine performance and economy to beminimized. Further, as the regeneration is maintained until such time asthe satisfactory reduction of the particulate matter is indicated, thechances of an excessive accumulation and overly intense combustion canbe eliminated thus ensuring that the trap will not be subject to thermaldamage.

In this first embodiment it should be noted that the trap heatingtechnique is not necessarily limited to the throttle closure and heaterapplication methods and other modes of temperature elevation may beemployed if deemed preferable.

SECOND EMBODIMENT

FIG. 9 shows the conceptual arrangement of the second embodiment. Thisembodiment features the arrangement wherein a collected particulateamount per unit time ΔPCT1 or a reburnt particulate amount per unit timeΔPCT2. As both of ΔPCT1 and ΔPCT2 are dependent on engine operatingconditions and parameters, they vary with the same. The accumulatedparticulate amount SUM which is derived by adding ΔPCT1 and subtractingΔPCT2 therefore follows changes in the engine operating conditions.

Hence, in this embodiment also it is possible to accurately determinethe amount of particulate matter which has accumulated and thereforedetermine when regeneration is required.

The second embodiment makes use of the same hardware as used in thefirst with the exception that the output of the sensor which detects theexhaust gas temperature at downstream side of the trap 3 (TOUT), is notutilized.

FIGS. 10A and 10B depict in flow chart form the operations which areperformed a control program according to the second embodiment. At step2S1 the outputs of the sensors are sampled and the instant values of Ne,Tw and TIN are read in.

In this flow chart steps 2S1, 2S13 and 2S14 are such as to control thetiming with which regeneration is initiated. In step 2S2 the status of aregeneration required flag F is checked. In the event that it is nottime to regenerate the trap 3 then flag F will have been found to havebeen cleared (F=0. ) In the event that F=0 then the routine goes to step2S3. At this step it is determined if it is time to perform an integratea ΔPCT value. In the case the time for integration has arrived, theroutine goes to step 2S4. It will be noted that the interval Δt betweenintegrations can be set at 2-3 second intervals for example.

At step At step 2S4 it is determined which ranged the engine isoperating in. In this embodiment mapped data of the nature depicted inFIG. 11 is used. As will be appreciated from this figure, engineoperation is divided into two engine speed (Ne)/load Q ranges. The firstis a range wherein re-burning of the accumulated combustible particulateis spontaneous and the other a range wherein particulate matteraccumulates in the trap 3.

Basically step 2S4 is one of determining if the instant engine speed andload values indicate that the exhaust gases are hot enough (400° C. orabove) to initiate a regeneration or not. While the engine is operatingin "collecting" zone then the total amount of particulate should beincreased by adding ΔPCT1. On the other hand, if the engine is operatingin the "self-reburning" zone then the total particulate should bereduced by subtracting the ΔPCT2 value therefrom.

In the event that the outcome of step 2S4 indicates that particulatecollection can be expected then the routine proceeds to step 2S5 whileit goes to step 2S6 in the event that reburning is indicated.

In steps 2S5 and 2S6 the amount of particulate collected per unit timeΔPCT1 and the amount of particulate matter burnt per unit time ΔPCT2 arederived by look-up using tabled data of the nature illustrated in FIGS.12 and 13. As will be appreciated from FIG. 5 the collection tends topeak at or about the central engine speed/load region.

At steps 2S7 and 2S8 mapped data of the nature illustrated in FIGS. 14and 15 are used to derive coolant temperature related correction factorsKTW1 and KTW2 which are used to correct the values of ΔPCT1 and ΔPCT2 asindicated in equations (12) and (13).

    ΔPCT1<ΔPCT1×KTW1                         (12)

    ΔPCT2<ΔPCT2×KTW2                         (13)

As will be appreciated from FIG. 14 at low coolant temperatures, thevalue of PCT1 will be increased by the application of a relatively largecorrection factor. The reason for this is that under such conditions theamount of particulate discharged from the engine is greater than in thecase the engine is fully warmed-up. For similar reasons the value ofΔPCT decreases as the engine coolant temperature rises. Viz., as thecoolant temperature rises--indicating engine warm-up, the amount ofparticulate matter emitted by the engine will tend to reduce.

At step 2S9 the instant value of TIN is compared with a predeterminedreference temperature T1 (T1=400° C.=TREG).

In the event that TIN<Ti then the routine goes to step 2S11 while if theoutcome of step 2S4 was such as to direct the routine to step 2S6, andTIN>T1 then the routine flow from step 2S10 to 2S12. Steps 2S11 and 2S12the values of ΔPCT1 and ΔCT2 are integrated. Viz.:

    SUM←SUM+ΔPCT1                                   (14)

    SUM←SUM-ΔPCT2                                   (15)

In the event that it is found that TIN≧T1 in step 2S9 then the routineby-passes step 2S11. The reason for this is that even though the engineoperation falls in the collection zone, as TIN≧T1 the engine isindicated as just having undergone a change from high speed/high loadoperation (viz., undergone a transient mode of operation) the trap 3 canbe still expected to contain sufficient heat to induce the combustion ofthe particulate matter which enters the same at such time. Accordingly,the amount of particulate accumulated per unit time should not be addedunder such circumstances.

Similarly, in the case wherein it is found that TIN<T1 in step 2S10, itcan be expected that the engine has just changed from a low speed/lowload mode of operation and that at this time that insufficient heat isavailable to induce combustion and the routine by-passes step 2S12.

At step 2S13 the SUM value is compared with a predetermined referencevalue (e.g. 10 gm). If SUM≧the reference value, it is indicated thatenough particulate matter has been accumulated to warrant a regenerationand the routine goes to step 2S14 wherein the above mentionedregeneration required flag F is set (F=1).

A will be appreciated, the setting of the flag F causes the routine toflow from step 2S2 to steps 2S16-2S20 wherein appropriate commands whichcontrol the opening and closing of the throttle valves are generated.More specifically, at step 2S16 the instant TIN value is compared withT1. In the event that TIN≧T1 then the trap can be spontaneouslyre-generated and the routine flows to step 2S18.

However, if TIN<T1 then the routine flows to step 2S17 wherein thecoolant temperature Tw is compared with a predetermined level (e.g. 50°C.).

In the event that Tw is above the given level, then the routine flows tostep 2S19. In this step commands which energize the heater 29 and inducethe throttling of both the induction and exhaust systems, are issued. Asdisclosed above, this boosts the exhaust gas temperature to a levelwhereat combustion of the accumulated particulate matter is induced.

On the other hand, if the coolant temperature is below the given setlevel then the routine flows from step 2S17 to step 2S20 whereincommands which open all of the throttle valves 6, 21 and 25, are issued.As explained earlier in the specification, this measure is exacted asthere is no possible way the temperature of the exhaust gases can beadequately boosted to the TREG level.

At step 2S21 the regeneration time is clocked and compared with apredetermined time value in step 2S22. This time can be set in the orderof 10 seconds or the like. Upon the regeneration being determined hashaving proceeded for the given time period the routine proceeds to step2S23 wherein the data used in the just competed regeneration process isdeleted and the regeneration required flag F rest (F=0).

In summary the above process is such as monitor a given number ofparameters and predict the accumulation of sufficient particulate matterto warrant a regeneration. The regeneration in this instance ismaintained for a time predetermined to adequately combust the mattercollected in the trap 3.

THIRD EMBODIMENT

FIG. 16 shows the conceptual arrangement of the third embodiment. Thisembodiment features the arrangement wherein the pressure differential ΔPwhich occurs across the trap is monitored and the pressure differentialwhich is sensed immediately after a regeneration is compared with aΔPmax value to develop a ratio. This ratio increases with the amount ofincombustible particulate matter which accumulates in the trap. Inaccordance with the amount of incombustible residue ZAN which isindicated as having accumulated, the timing with which the nextregeneration is initiated is advanced.

FIGS. 17A-17B show in flow chart form the operations which characterizethe control provided by the third embodiment. As in the case of thefirst two embodiments, the first step of this routine is such as to readin Ne, Q, Tw, TIN and Δ. At step 3S2 it is determined if it necessary toinitiate a regeneration or not. It this case the determination is madeby checking to see of a regeneration required flag Fl has been set ornot. When regeneration is not required F1=0.

At step 3S3 it is determined if a regeneration has just been completedor not. This determination is based on the status of a secondregeneration completion flag F2. This flag is set (F2=0) when aregeneration is completed. If the outcome of this enquiry indicates thata regeneration has not just been completed, the routine flows to stepstep 3S4 wherein it is determined if it is time to integrate thecollected particulate amount or not. In the case of an affirmativeoutcome, the routine flows to step 3S5 wherein a value of ΔPCT islooked-up using tabled data of the nature shown in FIG. 18 and theinstant engine speed and engine load values. It will be noted that inthis table the positive ΔPCT values are found in the low speed/low loadranges wherein the exhaust gas temperature is low and the particulatematter will be accumulated in the trap. On the other hand, the negativevalues are contained in the engine speed/load regions wherein theexhaust gas temperature will be high enough to initiate spontaneousburning and regeneration. Thus, the addition of a negative value resultsin the appropriate reduction of the SUM value while the addition of apositive value maintains the SUM value indicative of the actuallyaccumulated amount.

It will be noted that as the value of ΔPCT increases with the age andcorresponding deterioration of the engine, the values of ΔPCT can beupdated in accordance with the total distance traversed by the vehicle,number of engine operating hours, a value derived using operating timeand load wherein the time count is increased (weighted) for high loadoperating condition, or the like.

Following this at step 3S6 the amount of collected particulate matterSUM is updated by adding the just obtained value of ΔPCT. Viz.:

    SUM=SUM+ΔPCT                                         (16)

It will be noted that this integration is performed at predeterminedtime intervals (e.g. 2-3 seconds) and that the initial value of SUM isnot zero. The reason for this latter feature will be made clearhereiniater.

At step 3S7 the updated SUM value is compared with a predeterminedreference value in order to determine if sufficient particulate matterhas accumulated to warrant a regeneration or not. If SUM is equal to orgreater than the reference value, the routine proceeds to step 3S8wherein the regeneration required flag is set (F1=1).

At step 3S9 commands are issued which induce the heater 29 to assume ade-energized state (OFF) and the throttle valves 6, 21 and 25 to assumethere "initial" or default positions. In other words the system isinitialized ready to accept temperature control commands.

After step 3S9 the routine loops back to step 3S1. As a result of theregeneration required flag F1 being set, on the next run the routineflows from step 3S2 to step 3S10 wherein the instant TIN value iscompared with T1. In this case T1 is selected to be equal to TREG or400° C.

In the case TIN≧T1 the exhaust gas temperature is deemed adequate toinitiate combustion without further temperature elevation being requiredand the routine goes to step 3S12. On the other hand, if TIN is found tobe lower than T1 then at step 3S11 the instant Tw value is compared witha predetermined level (e.g. 50° C.). In the event that Tw is equal to orgreater than the given level, the routine goes to step 3S13 wherein theheater 29 is energized, and both of the induction and exhaust systemsare throttled by closing throttle valves 6 and 21. These measures inducean increase in exhaust gas temperature and induces combustion of theaccumulated combustible particulate matter.

However, if Tw is less than the above mentioned level, the routine goesto step 3S4 wherein the three throttle valves 6, 21 and 25 are opened.The reasons for this have been set forth in connection with the firstembodiment.

At steps 3S15 and 3S16 a regeneration time value is incrementallyincreased each time the routine passes through either of the steps. Atstep 3S17 the current regeneration time value is compared with oneindicative of a predetermined time (e.g. 10 seconds). While the count isbelow the predetermined value, the routine loops back to step 3S1.

Upon the predetermined count being generated in one of steps 3S16 and3S17 the routine is switched at step 3S17 to flow to step 3S18 whereinthe regeneration complete flag F2 is set (F2=1). At step 3S19 the datawhich has been accumulated during the instant regeneration is deletedand the flag F1 is cleared (F1=0).

On the next run of the program the routine flows from step 3S2 to 3S20in response to the setting of the regeneration completion flag F2. Asstep 3S20 it is determined if the required conditions for sampling thepressure differential ΔP exist or not. In this case it is required thatthe engine speed and load be equal to or greater than predeterminedvalues and the time since the last sampling exceed a predetermined limit(e.g. 20 second). While these conditions are not met the routine loopsback to step 3S1 via step 3S9.

Upon the requisite conditions for sampling are found to exist theroutine proceed to step 3S21 wherein the output of the pressuredifferential sensor 31 is sampled and set in memory. The value is thencorrected for engine coolant temperature using the following equation:

    ΔP=ΔP×KTW                                (17)

In this case the coolant temperature correction factor KTW can beobtained by look-up using tabled data of the nature shown in FIG. 19.The reason for this correction is that the temperature of the exhaustgases tend to reduce at low coolant temperatures, thus inducing areduction in the value of ΔP.

At step 3S22 a ΔPmax value is obtained by table look-up using data ofthe nature depicted in FIG. 20, a ΔP/ΔPmax ratio is derived and theresulting ratio used in a table look-up to obtain a ZAN value. As willbe appreciated the value of ZAN increases with the value of the ΔP/ΔPmaxratio.

At step 3S23 it is determined if the appropriate number of ZAN samples(e.g. 4 samples) have been recorded or not. When the appropriate numberhas been collected the routine flows to step 3S23 wherein a statisticalprocess including the calculating of a weighted average, is carried out.More specifically, the first sample is set in memory as follows:

    ZAN1=ZAN1                                                  (18)

Following this, the weighted average of the ZAN1 value is used with thesecond value to derive a weighted ZAN2 value:

    ZAN2=(3ZAN1+ZAN2)/4                                        (19)

Similarly, weighted ZAN3 and ZAN4 values are derived:

    ZAN3=(3ZAN2+ZAN3)/4                                        (20)

    ZAN4=(3ZAN3+ZAN4)/4                                        (21)

The weighted ZAN4 value is stored in memory as the initial value of SUM.

At step 3S26 flag F2 is cleared.

In summary, the above embodiment is such that the regenerationefficiency can be inferred from the pressure differential which existsacross the trap 3 following a regeneration. The amount of particulatematter which remains in the trap following a regeneration is calculatedbased on the regeneration efficiency and is used as the initial value ofSUM in the next regeneration.

FOURTH EMBODIMENT

FIG. 22 shows the conceptual arrangement of a fourth embodiment of thepresent invention. As will be appreciated from this figure, the instantembodiment is such as to make use of data such as the distance travelledby the vehicle, the travelling time and the amount of fuel consumed.Although not specifically shown in FIG. 2, it will be understood thatthis data can obtained from the vehicle odometer, a clock incorporatedin the control unit 41, fuel flow meter and the like. As the number oftechniques of obtaining the above mentioned data will be obvious tothose skilled in the art of automotive engineering and engine control,no further disclosure is deemed necessary.

This embodiment features the arrangement wherein the regenerationinitiation timing (regeneration interval) is based on an empiricallyderived schedule which has been obtained using the particulate matteraccumulation and pressure differential histories. In other words foreach type of engine (and/or trap) the manner data has been recorded andthese statistics or "history" used to develop a schedule which reflectsthe intervals at which regeneration is required.

Before proceeding with a detailed description of the flow chart whichdepicts the operations performed by a control program it is deemedappropriate to outline some of the major aspects of the instantembodiment.

(1) Pressure dependent regeneration interval

The pressure differential ΔP is sampled at predetermined intervals andthe frequency with it exceeds a predetermined limit ΔPmax is used anindication that regeneration is necessary is produced when the frequencyexceeds a preselected limit.

As will be appreciated, the ΔP value is dependent on the amount ofparticulate matter (PCT) and ash which is collected in the trap.

The intervals at which regenerations are indicated as being requiredusing this technique are depicted by the chain line traces in FIGS. 23and 24. The trace in FIG. 24 denotes the timing which is obtained whenthe amount of incombustible ash which is accumulated in the trap is at alow level while the trace in FIG. 23 denotes the timing which isobtained when the amount of ash is at an upper limit. As will beappreciated as the amount of ash in the trap increases the intervalsindicated as being necessary by the pressure differential, decrease.

(2) Accumulation dependent regeneration interval

The amount of particulate matter accumulated per unit time ΔPCT isderived based on the engine speed and engine load values Ne, Q. The ΔPCTvalues are integrated at predetermined time intervals. When the sum(SUM) exceeds a preselected value, the point where a regeneration isrequired is reached. The change in this parameter is indicated by thesingle dot line in FIGS. 23 and 24.

(3) Accumulation dependent regeneration interval (at max possibleaccumulation rate)

The two dot lines in FIGS. 23 and 24 indicate the "minimum" distance inwhich the collected particulate matter amount is deemed to reach itsupper limit at the maximum possible accumulation rate. This minimumdistance cannot be reduced as it represents the distance in which a fullcharge of particulate matter will be accumulated under the most severeoperating conditions (viz., conditions wherein the amount of particulatematter in the exhaust gases maximize) and the ΔP value will reach itsupper limit.

The interval between actual regenerations is selected so as to followthe solid line traces in FIGS. 23 and 24. As will be appreciated, thesetraces are a "safe side" compromise of the above mentioned threedifferent interval determining parameters. Viz., while the pressuredifferential dependent threshold is not reached the one dot accumulationtrace is followed. Upon the ΔP threshold being encountered the lower ofthe two values (the pressure related value) is assumed to be the safer.Upon falling to the "worst case" threshold, (two dot trace) theregeneration interval is set in accordance with the same.

As the amount of accumulated ash increases, the step in the traces movesfrom the position shown in FIG. 24 toward that shown in FIG. 23.

Although not specifically shown in the flow chart of FIGS. 25A and 25B,it is within the scope of the present invention to utilize a sub-routinewhich updates the schedules shown in FIG. 24 in a manner wherein ittends toward that shown in FIG. 23. In other words, it is possible todevelop a ZAN value (disclosed above in connection with the thirdembodiment of the present invention) by sampling the pressuredifferential after a regeneration and to determine how muchincombustible residue has accumulated. Depending on the ZAN value theposition of the chain line trace can be moved from that shown in FIG. 24toward that illustrated in FIG. 23. This of course allows for the factthat the trap will tend to reach a fully charged state earlier thannormal due to the incombustible residue, by increasing the frequencywith which regenerations are carried out.

It should be noted that the total distance parameter of FIGS. 23 and 24can take the form of total distance travelled by the vehicle, the totalamount of engine running time, the total amount of fuel consumed or asuitable factor derived from a combination of two or more of the same.Likewise the "interval" between regenerations is not necessarily limitedto time and can be distance, engine running time, consumed fuel or thelike as deemed appropriate.

The first two steps of the flow chart shown in FIGS. 25A & 25B is thesame as those disclosed in connection with the routine depicted in FIGS.10A and 10B. Viz., the various data is read in, and the status of a flagwhich is checked when it is time to regenerate the trap 3, in order todetermine if it is time to initiate a regeneration or not.

As step 4S3, it is determined if it is time for the ΔPCT value to beintegrated or not.

At step 4S4 the amount of collected particulate matter ΔPCT per unittime is obtained via table look-up. FIG. 26 shows an example of tableddata which can be used to provide the appropriate ΔPCT value for theinstant set of engine speed and engine load conditions. As will benoted, this map is similar to that shown in FIG. 18. Viz., in this tablethe positive ΔPCT values are found in the low speed/low load rangeswherein the exhaust gas temperature is low and the particulate matterwill be accumulated in the trap. On the other hand, the negative valuesare contained in the engine speed/load regions wherein the exhaust gastemperature will be high enough to initiate spontaneous burning andregeneration. Thus, the addition of a negative value results in theappropriate reduction of the SUM value while the addition of a positivevalue maintains the SUM value indicative of the actually accumulatedamount.

In this step the ΔPCT map value which is obtained by look-up is alsocorrected for the amount of distance travelled (e.g. the vehicle inwhich the motor in question is mounted) using the following equation:

    ΔPCT=ΔPCTmap×KDIS                        (24)

The correction factor KDIS is obtained from one of two sets of mappeddata. In the case the value of ΔPCT map is positive the data depicted inFIG. 27 is used while in the case the instant value of ΔPCTmap isnegative, the data depicted in FIG. 28 is used. The reason for this isthe value of ΔPCT changes as the engine ages and this type of correctionis deemed appropriate in order to maintain the accuracy of the systemover a prolonged period.

At step 4S5 the collected particulate amount is integrated:

    SUM=SUM+ΔPCT                                         (25)

At step 4S6 the just obtained SUM value is compared with a referencevalue. In the event that SUM<the reference value it is time toregenerate the trap 3 and the routine accordingly flows to step 4S7. Atthis step it is determine if the distance travelled is greater than the"minimum" value permitted at the maximum possible particulate collectionrate (viz., it is determined if the threshold denoted by the two dotline in FIGS. 23 and 24 is reached or not).

In the event that such a limit has been reached the program flows tostep 4S8 wherein a regeneration required flag F1 is set and then goes onto step 4S9 wherein the settings of the heater 29 and the three throttlevalves 6, 21 and 25 are all set to their predetermined initial defaultvalues.

On the other hand, if the outcome of step 4S3 is negative, then theroutine flows to step 4S10. It will be noted that setps 4S10 to 4S15 aresuch as to determine the regeneration time. In more detail, at step 4S10it is determined if it is time to sample the pressure differential ornot. In the outcome is affirmative, then the routine flows to step 4S11.It will be noted that samples are taken at uniform intervals of ΔT2which is set in the order of several seconds.

In step 4S11 the instant ΔP value is corrected for coolant temperatureand set in memory. Viz.,

    ΔP=ΔP×KTW                                (26)

where KTW is a coolant correction factor which is obtained from tableddata of the nature shown in FIG. 29.

At steps 4S12 to 4S14 statistical process are connected in order toobviate the effect of misleading fluctuations in the output of thepressure sensor 31 which tend to occur during translent models of engineoperation and the effect of the accumulating amount of ash in the trap.At step 4S12 it is determined if a sufficient number of pressuredifferential samples have been taken or not. For example, when thenumber N exceees 32, the routine is directed to flow to 4S13. At thisstep a limit evalue ΔPmax is looked and it is determined if the sampledvalue ΔP exceeds the ΔPmax limit and the outcome is stored. In thisembodiment the microprocessor included in control unit 41 is providedwith N number of memory addresses.

FIG. 30 denotes mapped data from which the value of ΔPmax is determined.As shown this data is logged in terms of engine speed and engine load.

At step 4S14 the number of ΔP values which exceed the ΔPmax limit arecounted and count CNT is compared with N in order to derive thefrequency with which the pressure differential exceeded the permissiblelimit. Viz.,:

    Freq=CNT/N                                                 (27)

At step 4S15, if the CNT/N value is compared with a predeterminedreference value. In the event that CNT/N>Ref. generation is indicated asbeing necessary and routine goes to step 4S7. As mentioned above if the"Minimum" distance value is exceeded then the routine flows to step 4S8wherein F1 is set.

Following a setting of F1=1 the routine flows from step 4S2 to step4S16. At this step the trap inlet temperature TIN is compared with T1(e.g. 400° C.). In the case TIN≧T1 the trap 3 can be expected tospontaneously regenerate and the routine goes to step 4S18. However, ifTIN<T1 then at step 4S17 wherein it is determined if the coolanttemperature Tw is above a given level (e.g. 50° C.) or not. In the ventof an affirmative outcome, the routine goes to step 4S19 whereincommands which energize the heater 29, and induce throttling of the boththe induction and exhaust system. In response to these measures thetemperature of the exhaust gases entering the trap are raised to thelevel whereat regeenration is induced.

However, if Tw is less than the predetermined value then the routineflows to step 4S20 wherein the heater is de-energized all of thethrottle valves 6, 21 and 25 are opened.

At steps 4S21 anmd 4S22 the regeneration time is monitored. When thecount exceeds a value indicative of a predetermiend time (e.g. 10seconds) it is assumed that regeneration will have been completed andthe routine is then guided to step 4S24 wherein the data whcich has beenutilized in the instant regeneration process, is erased. This includesclearing the regeneration required flag F1.

It will be noted that although ΔPCT has been disclosed as being derivedusing engine speed Ne and engine load Q, it is within the scope of theinstant embodiment to use distance travelled, the amount of fuelconsumed of the like parameters which have a direct relationship withthe amount of particulate matter which is produced.

Further, the apparatus for elevating the exhaust gas temperature is notlimited to the disclosed arrangements and any suitale measures/apparatusfor elevating the temperature can be employed.

It should be noted that although the instant embodiment features a fixedregeneration time it is possible to utilize the technique employed inthe first embodiment to terminate the regeneration as soon as it isdetermined that the accumulated matter has been reburnt.

The various possible combinations of the above described embodiments andthe variants thereof which will be obvious to those skilled in theinstant art, are deemed well within the purview of the engineer skilledin the art of engine control.

What is claimed is:
 1. An exhaust purifying system for an internalcombustion engine of a vehicle, comprising:a trap into which particulatematter in an exhaust gas from an internal combustion is separated andcollected, the particulate matter being burnable within said trap uponheating; means for raising a temperature in said trap to burn theparticulate matter in said strap; means for calculating an amount of theparticulate matter collected in said trap per unit time in accordancewith at least one of an engine load, an engine speed, a distancetraveled by the vehicle, a vehicle speed, a traveling time of thevehicle, and an amount of fuel consumed; means for integrating am amountof the particulate matter collected per unit time to obtain anintegrated value; means for determining whether a first time forrequiring a regeneration of said trap has been reached, based upon theintegrated value; sensor means for detecting a pressure differentialacross said trap to obtain a detected pressure value; means fordetermining whether a second time for requiring a regeneration of saidtrap has been reached, based upon said the detected pressure value;means for determining an earlier one of the first and second times as anobjective time for requiring regeneration of said trap; and means foroperating said temperature raising means in response to the objectivetime for requiring regeneration of said trap.
 2. An exhaust purifyingsystem as claimed in claim 1, wherein said means for determining whetherthe second time has come includes means for determining a frequency atwhich the detected pressure value exceeds a predetermined value, andmeans for determining whether the second time has come in accordancewith the frequency.